Aeroplane steering and stabilizing mechanism.



G. MBBS.

AEROPLANE STEERING/AND STABILIZING MECHANISM.

- APPLICATION FILED JAH.18,1910. 1,065,263, Patented June 17, 1913.

2 SHEETS-SHEET ll G. MEES.

AEROPLANE STEERING AND STABILIZING MECHANISM.

APPLICATION FILED JAN. 18, 1010.

1,Q65,263, Patented June 17, 1913.

2 SHEET8-SHEET 2.

GUSTAV MEES, OF DUSSELDORF, GERMAENY.

AEROPLANE STEERING AND STABILIZING MECHANISM.

To all whom, it may concern:

Be it known that I, GUs'rAv Muss, a citizen of the German Empire, residing at Dusseldorf, Germany, have invented new and useful Improvements in Aeroplane Steering and Stabilizing Mechanism, of which the following is a specification.

It isa well known fact that heretofore the gliding or carrying plane or aeroplane moved by one or more screwv propellers with horizontal axes, has proved to -be the only eflicient means for carrying out mechanical flying, and that, as compared hercwith he elevating and carrying screw with vertical axis could not-find acceptance. As the main or rather exclusive carrying means, this latter will hardly ever he applied, which does not however mean that it will not be predestined to play an important part as a steering and stabilizing organ for aeroplanes.

The subject of the present invention is such a steering afid lifting propeller for aeroplanes having adjustable blades and a wheel-rim which acts as. a gyroscopica-l body for stabilizing the aeroplane and also as a fly-wheel assuring the regular working of the motor and accumulating energy. The

latter property enab'lesthe pilot to give an instantaneous upward jerk to the aeroplane if suddenly a check presents itself or to paralyze the action of a heavy gust of wind threatening to throw the aeroplane, in spite of,the stabilizing effect of the wheel-rim, out of its normal position by giving the propeller blades for a moment its maximum pitch. This is by virtue of the rim accomplished without overcharging the motor,

which at thesame time drives the main 'driving'screw propeller. As the 'pitch of the steering and lifting propeller is adjustable by suitable means, it may be used as an elevating rudder, so that the ordinary elevating rudder, which ofi'ers a; considerable surface to the wind and consequently requires considerable working energy, is done away with. Furthermore the steering and lifting propeller facilitates to a large extent 'theascension or starting and the landing of -.the aeroplane by unloading the carrying planes consequence of which the lifting from the ground takes place at considerable less speed and with a correspondlngly shorter starting run, so also the landing is efieeted at a greatly reduced speed and con:

Specification of Letters Patent Application filed January 18, 1910. Serial No. 538,686.

sequently more gently as is possible with PatentedJune 17, 1913.

ordinary aeroplanes.

In the accompanying drawing: Figure 1 ,represents the steering and lifting propeller in vertical section, mounted in the frame of an aeroplane; Fig. 2 is a plan view of the-- same, partly broken away; Figs. 3 and 4 are sections through the "propeller blades and spokes; Fig". 5 represents a slightly modified form of the propeller, and Figs. 6 and 7 are details ofthe construction shown in Fig. 5.

The steering propeller comprises essenof a bicycle, the rim K of which is made of drawn steel tubing or ,of a solid steel bar, welded at its abutting ends by the autogenous process. The vertical tubular wheel axle a is made likewise of drawn steel tubing and is mounted in ball bearings e and f of a frame which is built up in the center between both the aeroplane-wings of a monoplane on two strongcross-beams B serving as a hold for the latter. Driving is done by means of. a pair of bevel-gears from the horizontal engine shaft w, it being here supposed t-hat the engine is mounted, as is the custom with monoplanes on the front part of the main longitudinal frame.

The wheel-rim is connected with the axle\ by means of three sets of spokes. The horizEntal spokes ;0 are. designed for taking up thecentrifugaF power of the rim, whereas the upper traverse spokes c are princi ally to receive the resistance which the stabilizer opposes to "the placing aslant of its axiswhether it be in longitudinal or in traverse direction. The'lower' slanting spokes d transmittheelevatihg. power ofthe' propeller to ball'bearing e and consequently to the frame. "The axle is revented from shifting in an upward or ownward direc tion by means of the double'ball bearing 6 while the upper ordinary ball bearing f is designed for receivingthe lateral pressure exercised by the stabilizer on its frame,' when the aeroplane is placed aslant. Four of thehorizontal spokes k, are made'of steel tubing and designed for receiving the propeller blades. Each of these latter consists oftwo frame-halves, made of aluminum or a resistive light alloy, andof the blade-la-. mella riveted thereto and formed of thin sheet steel. It isof importance that the blades be exceedingly light, in order not to .tially a wheel, constructed after the manner 7 V 0 fastened to a sleeve r,

5 socket. s welded thereon,

0 In this way the by means of I are connected with the loops n. n of the v 35 said axle.

4o lating lever h, h

. portance,

' through overcharge the carrying spokes by centrifugal power. This centrifugal power is .taken up at two points: that of the,outer frame on by the wheel rim itself, or by a arid that of the innor frame m, by-a ring t,'connected with the spoke by means of a wedge. that the propeller. bladeswhich are secured to the spokes, may be operated without great friction resulting from the cbnsiderab'le cen- "trifugal power, .small light ball bearings may be used at the take up points 8 and t.

The propeller-blades are normally retained in their horizontal position i. 6. when 5v the wheel is to act as stabilizer only, and not as. a propeller, bynieans -of strong torsional 73-, arranged in recesses from below against the horizontal spokes. blades simply cut the air with their sharp ever, producing a substantial resistance .or an elevating power, aswill be readily understood. If, however, the propeller is to actasa lifter,

the blades are,adjusted aslant on their axles, and this adjustment isefiepted pull wires, which on one hand m, and on the other hand are axially slidableon propeller-shaft a. Thi-sleeve may belowered by anelbow lever h,.h and a rod u accommodated within axle a and connected to said sleeve by a pin '0, moving in a slot of frames m,

freely follow the movements jof the lever and to rotate simultaneously -with the propellershaft, it is connected with the lever arm h by a ball-j oint. Thus by properly maniputhe propeller blades are .set aslant to constitute lifters. It is of imthat if the distances of the loops n, n of frames m, m from themiddle of I the spoke k are selected correspondingly, the inner frame m of the blade'may be turned a greater angle than the outer 'frame m, so. that the theoretical requirements that the screw-pitch be uniform throughout f the, entire length of the blades is complied. with. In other words, the thin sheet blades are slightly twisted,.as,illustrated in Figs. 3 and 4. B Y

The steering lever h, h which may be-re- ,placed by any other steering mechanism,

maybe provided wltha lockifig or stopping device which serves to permanently retain the blades in the position desired, 2'. erwhn the craft is to ascend constantly. If the blades are placed at a pronounced pitch, a comparatively strong elevating power is obtained, more particularly-so as the vertical propeller must be of itself more efficacious than the main driving screw propeller turning on a horizontal axis because it works in an air current during the propulsion of In order .of the front edges without, how- I I'n'order to allow this rod to messes the craft. With such a pronounced slanting position of'the blades, the power of the engine which has also to drive the main driving propeller, would, however, be inadequate, and, therefore the wheel of the stabilizer acts as a" fly-wheel, constituting an peller therefore, for giving an instantaneouslift to the apparatus if an obstacle is suddenly encountered. Y

For landing purposes, stopped'whenthe craft is slightly above the landing point. selected, and the blades are adjusted to their maximum pitch. In this way, the speed temporarily producing a considerable elevating power under consumption of the active energy stored in the wheel of the stabilizer. Owing to'its action, the apparatus would ptherwise e possible. It may be preferable to so arrange the horizontal thus causingflhe engine to exclusively act x on the elevating propeller, and thereby prodime a considerable elevating energy during starting, theengine is made to act on the wheel of the stabilizer only, the propeller blades being first set horizontally. or to a small pitch. When the engine has attained lever 71., 71/, so that the craft is raised under and the elevating propeller.

It stands toreason that the propeller blades (which can of course be varied in in the drawing, it'beingonly essential that they can be turiled upon the spokes serving as axles, for the purpose of. increasing or diminishing' the pitch. I

Figs. 5 to 7 show-by way form of embodiment of thepropeller-.wheel,

the propeller blades is made of a thin plate ofelastlc and resistive wood.

plane of the propeller-stabilizer above do to arrange it above thecenter-of gravity of the whole flying apparatus, 6. 6. above the drivers' seat or the motor intermediate the two aeroplane-wings of a nionoplane. *The used for fastening the tightening wires of he wings: v i

is rapidly decreased while the entire time consumedfor landing. For

the combined-action of the horizontal screw number) need not be of the type illustrated I in which the wheel rim is-solidand each of As regards. he arrangement in the aero-;

accumulator of energy. The stabilizer proforms very efliclentmeans the engine is so will descend more ently to the ground than screw that it can be thrown out of gear,

its full speed and thus a suflicient (filantity t e stabof example, a

izo

scribed, it may be'stated, that it is advisable It Willbe understood that the application ofithe stabilizer propeller is not restricted to monoplanes but that it may also be adaptmechanisln comprising ed to biplanes or aeroplanes of other con ble sheet and being held in their position agalnst the centrifugal force by means of rings or bearings and, springs engaging said blades and tending to maintain them-in [their horizontal position, a sleeve slidable on the shaft and operatively connected -to the blades, and means for setting said sleeve .at the Will of the driver.

'2. Aeroplane steering and stabilizing mechanism comprising a hollow shaft, spokes radiating from said shaft, blades rot-atably mounted on said spokes, consisting of an outer and an inner frame and a flexil;lesheet and being held in their position against the centrifugal force'by means of rlngs or bearlngs and springs engaging. sald blades and tending to maintain them in their horizontal position, a sleeve slidable Signed by me at Barmen, Germany, this on the shaft. and operatively connected to the blades, meansfor set-ting said sleeve at the will of the driver, and a gyroscopically acting wheel rim.

3rd day of vJanuary, 1910.

GUSTAV Lj $.1- Witnesses: I

O'i To KGNIG, Cims. J. VVRIGIIT. 

